The collision which occurred on the 29th ultimo, at Hastings station, on the South-Eastern Railway. In this case the 9.8 p.m. passenger train from Ashford to Hastings overran the point at which it ought to have stopped, and 170 yards beyond this point came into violent collision with an empty train belonging to the London, Brighton, and South Coast Company, which train was being shunted (under the direction of the South-Eastern Company's servants) into a siding at the west end of Hastings station.
Seventeen passengers have complained of injury, but none of the cases are believed to be of a serious nature. The guard of the Ashford train and the fireman of the Brighton Company's train were also slightly injured.
Both engines were more or less damaged, and three carriages in the Brighton Company's train broken up.
Hastings station is approached from Ashford (or the east) on falling gradients of 1 in 160 and 1 in 60, the former commencing at a point about 2 miles east from the west end of Hastings platform, and extending westward for 3/4 of a mile ; the gradient of 1 in 60 then commences, and extends westward for a distance of 1 1/8 miles, whence through the station the line is level. Ore tunnel, of a mile long, occupies the same position as the gradient of 1 in 160 ; and a short tunnel, 1/8 mile long, is situated half a mile west of Ore tunnel.
There are signal cabins with instruments for work- ing the block system at each end of the station. That at the east end is about 100 yards cast of the east end of the platform, and that at the west end 220 yards from the east cabin, and 100 yards west of the west end of the platform. The signal arrangements have been remodelled at the west'cabin, but those at the east cabin have not yet been taken in hand. At present, as regards trains approaching from Ashford, there is a distant signal 660 yards from the east cabin, and a home signal 160 yards from it; but there is .a cross- over road 115 yards east of the home signal, and which is consequently only 385 yards inside the distant signal,—a very insufficient distance under any circumstances, bat much more so for a station approached on a falling gradient of 1 in 60. All passenger trains arriving from Ashford are required to stop, for the collection of tickets, with their engines opposite to the east cabin, just beyond which there are facing points, through which trains are turned into the platform line. There is no platform on the north side of the station for trains arriving from the west or starting for the east, but there is a line running to the back of the main platform, reserved principally (but not exclusively) for the use of the trains of the London, Brighton, and South Coast Company, which Com- pany has running powers over the lines of the South- Eastern Company from St. Leonards to Hastings. On the present occasion the Brighton Company's train was being shunted through points 200 yards west of the east cabin, at which the engine of the South-Eastern train ought to have stopped, the actual point of collision being 170 yards west of that cabin. The line is worked upon the block system, the block station next east of Hastings being Winchelsea, eight miles distant ; but the signalmen in the east cabin are in the habit of giving " line clear" for a train to leave Winchelsea for Hastings, not only when a train may be standing at the platform, but also even if a cross-over road 95 yards east of the cabin, or only 65 yards inside the home signal, is in use, and this at the foot of a falling gradient of 1 in 60 running back for miles,—the home and distant signals and the fact of all trains having to stop at Hastings, being depended on as affording sufficient protection.
The evidence is as follows :—
Evidence.
Edward Cheal, signalman 4 years.—I have been always employed at the Hastings east cabin, and came on duty at 1 p.m. on the 29th inst. to stay till midnight. The Brighton Company's train arrived about 10 p.m. I saw the train drawn out after the engine had run round it at about 10.15, after I had received the " out " signal for the Ashford train from Winchelsea, which signal I had got at 9.57 p.m. Our rules are to receive a train on line from Winchelsea, while another train may be standing at the platform, the signals being depended on for covering the train. I should also allow the cross-over road close to the cabin to be used after accepting the "out" signal for a train from Winchelsea. A train usually takes from 15 to 20 minutes running between Winchelsea and this. I lowered my signals for the Ashford train before I had seen anything of it, about 15 or 20 minutes after it lied been telegraphed, and after I had seen the Brighton Company's train clear of the platform. The Ashford train came in sight 3 or 4 minutes after this. I was standing outside my cabin watching it, and on its passing the home signal post I observed it was coming too fast, and that it would not stop at the usual place for collecting tickets, i.e. with the engine beside my cabin. I accordingly held the facing points to turn the train into the platform road. I also gave the driver a red signal with my lamp. I think the engine passed me at a speed of 20 miles an hour. The tender break and guards break were on as the train passed me, but I could not say whether the engine was reversed. I saw no steam issuing from the funnel. I felt very uneasy, and fol- lowed the train ; but the collision had occurred before I got up to the spot. I saw the driver soon afterwards. I spoke to him. He said it was a bad job, but that he could not help it. He did not appear under the influence of drink. The night was dry. I never saw a train run wild in this way before, though they have sometimes overrun the points a little. All trains stop at my cabin for collecting tickets. I don't know what could have detained the Brighton train in back- ing out of the way after it had left the platform. I gave line clear to Winchelsea at 10.21, before I ran up to the scene of the collision.
John Speller, signalman about 3 years.—I was on duty in the west cabin. The Brighton Company's train arrived at 10.13, and the collision occurred at 10.22. There was no Ioss of time in shunting the Brighton Company's train. I saw nothing of the Ashford train till it bad come into collision with the other train, which I was watching.
John Jack, yard foreman, at Hastings about 20 months.—I was on duty and in charge of the station on the night of the collision. I saw the Brighton Company's train arrive, and it was shunted under my instructions. I rode upon the step of the 2nd-class carriage (i.e. the second from the engine), and we started the moment the engine had run round its train, the Ashford train being then overdue. Not a moment was lost in setting back, as soon as we had cleared the points, and we had gone back three or four carriage lengths when the collision occurred. Just before this, shunter Townsend, who was with the train, cried out "Look out," and I jumped off just in time to save myself. Two minutes would have been all the time that elapsed from the time of moving out of the plat- form to that of the collision. I knew the Ashford train was late. This Brighton Company's train usually comes into the main platform, it being handier for getting the engine round. I could form no judgment of the speed of the Ashford train. I saw the driver about one minute after the collision. He said he had done his best to stop, but could not manage it. He was not the least under the influence of drink. I have been here altogether about 12 years, and never knew of an overrun before.
William Townsend, porter and assistant shunter, five years at Hastings station.—I unhooked the Brighten engine for it to run round its train after its arrival, and coupled it on to tho other end. It started in about a couple of minutes. I rode upon the hind step of the left side of the rear vehicle. There was no delay in the train setting back after I had seen that the points were right, and given the driver an all right signal. After I had done this I looked along the line through the shed towards Ashford, and saw the head lights of the Ashford train ; and on its passing the east cabin, and hearing the driver whistle, I noticed it was coming too fast. I had no time to give any signal to the Brighton driver to draw ahead, but only to call out to Jack to get out of the way, and to get out of the way myself, when the collision occurred. I saw the driver of the Ashford train afterwards; he did not appear the worse for liquor.
George Barton, driver 16 years; for the last two years in the London Brighton, and South Coast Company's service. I brought in the 6.40 p.m. London train to Hastings where we arrived at 10.15, 30 minutes late, the train being that much late at Polegate, where I joined it. I ran round my train two or three minutes after arrival, and at once drew the train ahead, and set back after getting the signal, no appreciable delay having occurred. I did not see the Ashford train at all, but heard a break whistle a moment or two before the collision. We were going back at a speed of about three miles an hour. I shut off steam, but did not jump off the engine. We were knocked forward 20 to 30 yards. I was not hurt, but my mate was shaken, and is still on the sick list. My guard had left the train at the time of the collision. The train consisted of tender, engine, break-van, a second-class, a first-class, and a third-class carriage; all but the third class were broken up. I saw the South-Eastern driver, who appeared sober; next morning he told me that he had made a mistake.
Thomas Sharman, fireman four years with the London, Brighton, and South Coast Company. I believe we moved out from the platform immediately after the engine had run round the train, and set back at once towards the siding after clearing the points. I was on the left side of the engine, looking east. I heard a long whistle just, before the collision ; there was no time to do anything. I was thrown back against the tender, and shaken a good bit. I am still off duty. I saw the driver of the Ashford train about 5 minutes after the collision ; he appeared all right.
Robert Foot, guard, eight years in the South-Eastern Company's service.—We left Ashford at 9.24,16 minutes late, with a train consisting of eight carriages and a break van, one or two more carriages than usual, in consequence of extra passengers on the journey up to Ashford, and the stock being required back at Hastings. We were late leaving, in consequence of the down train from London being late. I was alone in the van, and no one was on the engine but the driver and fireman. Nothing unusual occurred, and we had over- run no platforms as far as Winchelsea, which we left at 10.4, 17 minutes late. Steam is usually shut off on approaching Hastings this side of the Ore Tunnel, but on this occasion it was not shut off quite so soon, but about 100 yards or so nearer Hastings, the speed being, as customary, from 35 to 40 miles an hour. I usually apply my break at the same place where steam is shut off, and I did so on this occasion, preparatory to stopping to collect tickets, When near the distant- signal; I found the speed rather increasing than slacking, but I had nothing more that I could do, having the break already tight on. I don't think the speed, which was from 15 to 20 miles an hour, diminished till we got under the platform shed, when it slightly lessened, but was over 10 miles an hour when we struck the carriages,—which I had not seen before. I was pitched forward, and had my face hurt, and have been laid up ever since, but go to work tomorrow, 10th inst. I had spoken to the driver at Ashford, when he appeared perfectly sober, and could not have got anything to drink on the road. He told me afterwards that he thought the train overpowered him; that he knew I had got my break on tight, and could do nothing more to help him. I did not notice the time of collision
James Petley, fireman with the South-Easter Company since last November.—I had only been three times previously from Ashford to Hastings. I had worked for the first time with driver Barnes only since 1 p.m. on the day of the collision, having brought down the 2.40 p.m. train from London to Hastings, thence to Ashford, and thence back to Hastings, to finish
our day's work. We reached Ashford about 8 o'clock, where we took in coal and water, but had no refreshments, having had some at Hastings, where driver Barnes had a glass of ale, and I the same, at a public house near the station. Nothing unusual occurred up to Winchelsea. Barnes and I were alone on the engine. When we were still in the Ore Tunnel I felt the speed was greater than usual, and I said to Barnes, " For God's sake fetch her back, or we shall go beyond where we have to stop." He said nothing, but reversed the engine, steam having been shut off after we had got into-the tunnel, and before I spoke. As soon as he had got the lever back, and had put on steam, it flew forward again. This was in the little tunnel. He shut off steam at once, but I don't know what he did afterwards, as I was looking along the line. I had put my own break on directly after he had shut off steam, and before he reversed, i.e. in the Ore Tunnel. I had opened my sand boxes after putting on my break. I was holding on to the weather board when we struck. I was not hurt. The speed began to diminish near the small tunnel ; I did not like to jump off before we struck, the speed being too great. We knew perfectly we had to stop to collect tickets at the east cabin.
John Barnes, driver with the South-Eastern eighteen months, fireman for about eleven am well acquainted with the Hastings and branch, having fired on it for about two years, five or six years ago; but this was only the second time that I had had a charge of a train from Ashford to Hastings. my engine was a 4 coupled one - 16 cylinder, 24 in. stroke. The engine was in good order. I had brought down the 2.40 p.m. train from London to Hastings, where I had some dinner, and 2 1/2 glasses of ale with it. I then proceeded toAshford, where I remained about an hour. I had nothing to drink there, having never left my engine. I started back from Ashford at 9.24 p.m., knowing that I had on eight carriages (seven small ones) and a van. Nothing occurred as far as Winchelsea, where we had not made up any time. The usual place for shutting off steam is in the Ore Tunnel, and I shut off steam at this place, the speed being then about 30 miles an hour. After coming out of the small tunnel, I thought the speed was too high, and I reversed, in consequence, by the distant signal, and gave the engine steam, but after two or three beats the lever flew forward again. I shut off steam as soon as I could, reversed again, and again put on steam ; this was as we were passing the semaphore. The speed then reduced nicely, but we struck the carriages at a speed of about 4 or 5 miles an hour. I whistled when passing the east cabin, but not again, not liking to alarm the passengers, and knowing that the guard's break was on, as I had noticed at the distant signal. My mate had applied his break shortly after I had first shut off steam. We should not have made up any time between Winchelsea and this. I believe we should have stopped at the platform, but for the reversing lever slipping.
This collision was caused by want of judgement on the part of driver Barnes in entering upon the descending gradient of 1 in 60, by which Hastings station is approached, at too great a speed, owing to which (and perhaps to the reversing lever slipping forward) he lost control of his train. the fact of his having run over the line only once before for some years, and of his fireman, being also nearly a stranger on it, no doubt contributed to his mistake.
Consideration the nature of the approach to Hastings from Ashford, it seems to me that with the existing arrangements no train should be allowed to leave Winchelsea for Hastings until the line is clear, not only at the east cabin, but also right through the station, so that in case of a driver overrunning there should be no fear of a collision.
Nor do I think it right that the east cabin signals should be lowered when a train may be standing on the line only about 300 yards inside the home signal.
There appears to have ben no good reasons why the Brighton company's train should not on the present occasion have been turned into the other platform line; this, as it did not arrive till five minutes after the Ashford train was due, was the right thing to have been done, and it should not have been shunted till the Ashford train had arrived.
Continuous breaks in the hands of the driver of the Ashford train would in all probability have enabled him to have stopped in time to avoid the collision.
In re-arranging the east end of the Hastings station, which is, I understand, about to be done, it would be desirable to provide a dock for Ashford trains. The distant signal should also be moved back to the Ashford end of the small tunnel